Press.



PATENTED FEB. 26, 1907.

G. N. PREY.

PRESS.

APPLIOATION FILED JAN.14, 1907.

6 SHEETS-SHEET 1.

0&0 0 0 0 0 0 O VI/2727255 as.

1-1-1: NORRIS PETERS 50., WASHINGTON u. c

PATENTED FEB. 26, 1.907.-

' G. N. PREY.

PRESS.

APPLICATION FILED JAN. 14. 1907.

. 6 SHEETS-SHEET 2- .NO. 845,457. PATENTED P313526, 190?.

mu. FREY.

PRESS.

APPLICATION FILED JAN.14. 1907.

6 SHEETSSHEET 3.

Vii [27 25.5 55.

a I [22 VED/DT'L rm: mmms PETEias c0. wnsumcrow. z c.

6 SHEETS-SHEET 4.

PATENTBD FEB. 26, 190v.

, 0. N; PREY.

PRESS.

APPLICATION FILED JAN.14, 1907.

llllllllfl Illa I C, N. PREY.

PRESS.

APPLICATION FILED JAN.14, 1907.

PATENTED FEB. 26, 1907.

6 SHEETS-SHEET 6.

WY/'27 2.5.5 as.

m: NORkIS z'rsas cm, wnsumcrou, oc.

IIITD STATES PATENT- err-ion.

CLARENCE N. FREY, OF CINCINNATI, OHIO, ASSIGNOR TO THE J. M. ROBIN- SON MANUFACTURING COMPANY, OF CINCINNATI, OHIO, A CORPORA- TION OF OHIO.

PRESS.

Specification of Letters Patent.

Patented Feb. 26, 1907.

To all witom, it may concern:

Be it known that I, CLARENoEN. FREY, a citizen of the United States, residing at Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Presses, of which the following is a specification.

My invention re.ates to presses of the character emp-oyed in pressing sheet metal or the like into shape, and is principally useful in socalled cornice-presses emp.oyed, for instance, in bending the sheet metal of cornices, metal window-frames and sash, ridge and combing caps, and the like into shape. In machines of this character the sheets are formed up between opposing dies. In work of the character mentioned the sheet during the process of being formed is given a number of different and ofttimes unwie.dy shapes, for which it is impracticabe and sometimes impossible to provide stationary gages against which to guide the work with reation to the dies. It is the practice, therefore, to manually position or adjust the work with relation to the dies guided by marks or measurements on the work. I have also found it advisable when a number of pieces of work are to be provided with similar bends to first determine the drawing effect of the dies upon an initial sheet, so that the subsequent sheets may be guided accordingly by punch-marks, which form knobs on the lower faces of the sheets arranged to impinge the lower die. I have therefore provided means whereby the dies when the pLunger is under the influence of the positive throw-out clutch may be gradually brought close together, so that the points of impact of the dies upon the work may be accurately gaged by the eye before the bending stroke of the dies is competed, and I further provide means whereby the partial or the full stroke of the moving die may be se ectively delivered upon the work, so that the moving die may either be brought gradually close to the work and then the final bending stroke de ivered or the bending stroke may be delivered from the point of greatest separation of the dies-that is, by a full speedy uninterrupted stroke of the moving die and I further provide means whereby the latter stroke, effected through the positive throwout clutch, may be instantly interrupted at any point in the descent of the die,

so that if an incorrect positioning or a shifting of the work upon the lower die should take place the descent of the plunger may be stopped, and thus save the piece of work from improper bending. I further provide novel means whereby the distance between the dies may be adjusted, it being understood that in a machine of this character the plunger which supports the moving die is usually very heavy, being sometimes as much as ten feet or more in length. I have provided means whereby this adjustment may be accomplished by hand or by power, and for accompishing the power ad justment I have provided trains of gearing be tween the driving-shaft and the adjustingshaft arranged in such manner that the driving-shaft may be stationari; y positioned in the frame of the machine and the adjusting-shaft permitted to follow the movements of the eccentric arms or pitmen throughout their adjustments and when performing their plunger-actuating functions, the movement of this latter shaft being in an up or down direction while being adjusted and in an oval direction during the plunger-actuating movement, resulting in continuous change of distance and direction between the adjusting-shaft and the driving-shaft at each adjustment and stroke of the punger, my improved construction, however, insuring that the trains of gearing between the driving-shaft and adjusting-shaft shall continuousy remain in mesh, so that the adjustments may be accomp ished at any point of the stroke of the punger.

The invention will be readi y understood from the foregoing statements and from the following description and ofaims and from the drawings, in which latter- Figure 1 represents a front elevation of my improved device. Fig. 2 is ahead-end elevation of the same. Fig. 3 is a tail-end elevation of the same. Fig. 4 is a side elevation of the friction-clutch. Fig. 5 is a section of the latter on the line 2 z of Fig. 4. Fig. 6 is an end elevation of the positive throw-out clutch. Fig. 7 is a front elevation of the same. Fig. 8 is an axial vertical section of the positive throw-out clutch, taken on the line y y of Fig. 6, showing the clutch in released relation. Fig. 9 is a similar view of the same, showing the clutch in engaged relation. Fig. 10 is a cross-section of the Fig. 8. Fig. 11 is a detail in side elevation of the trip for the positive throw-out clutch.

Fig. 12 is a front elevation showing the crank connection for the plunger and the means for adjusting the same. Fig. 13 is a side elevation of the same, partly in section, on the line w w of Fig. 12. Fig. 14 is a plan view of the same with the crank connection removed at the section-line v v of Fig. 13. Fig. 15 is a vertical axial section of the pitman and its connections, taken on the line it u of Fig. 12. Fig. 16 is a sectional view of the adjustinggears for the pitmen laid out in plane, the section being taken on the axial lines of said gears. Fig. 17 is a diagram view of said adjusting-gears indicating their range of movement and adjustment; and Fig. 18 is a detail on the section-line t of "Fig. 1, showing the treadle for the friction-clutch.

1 represents the frame of the machine, which comprises a lower die-bed 2 and up rights 3 3, connected at their upper ends by a bridge 4. A plunger 5 is arranged to reciprocate up and down in guideways 6 of the uprights. The lower die-bed may comprise a pillar 7, which supports the lower die of suitable form, of which I have shown one at 8. An upper die 9 is secured to the plunger in suitable manner and is adapted to cooperate with the lower die 8 for forming up the work. The work is liable to be formed into unwieldy shapes and also usually receives different shapes during the process of being formed, as it will be understood ,for instance, that certain operations upon the work require one form of die, while other operations may require other forms of dies, and then again the same die, acting upon different parts of the work while the latter is held in different relations .to the die, will form the work into different shapes. The result is that in practice it is usually found inconvenient to employ a stationary guide against which the work may be placed, and that consequently the work is ilsuall y guided manually relatively to the dies by marks or measurements on the work. When the dies are spread apart, it is diflicult to tell by sight just at what point the bend upon the work will take place. In order to permit the moving die to be brought toward its mate gradually or with a step-by-step movement and to thereby permit the work to be brought into true relation with the dies and also to interrupt the descent of the plunger when under the influence of the positive throw-out clutch, I have provided the instrumentalities which will now be described.

15 is a driving-shaft journaled in bearings 16 on the frame of the machine. This driving-shaft has a pinion 17 secured thereto, which latter meshes with an operating-gear 18, j ournaled upon an operating-shaft 19, j ournaled in bearings 20 in the frame. The

operating shaft has eccentrics 21 secured thereto. 2 are pitmen having bearings 23, taking about the eccentrics and articulated with the plunger 5 by pins 24 on the plunger taking through bearings 25 on the pitmen. 26 is a driving member shown as a pulley, and 27 is a friction-clutch between the driving-shaft and the pulley 26, whereas 28 is a positive throw-out clutch between the operating-gear 18 and the operating-shaft 19.

The form of friction-clutch which I prefer to employ (see Figs. 1, 2, 4, and 5) comprises the pulley 26, which is loosely iournaled on the driving-shaft. Adiacent to the pulley there is a drum 29, which is rigidly secured to the driving-shaft. A friction-band 30 is secured to or integral with and rotates with the pulley. The junction of the frictionband with the pulley takes place at one end only of the friction-band, as shown by the web 31. The other end of the friction-band is free and is provided with a heel 32. An arm 33 is pivoted, by means of pin 34, to links 35, rigidly secured to the pulley a bolt 36. A set-screw 37 is threaded in a lug 38 on the arm 33 and impinges the heel The friction-band normally loosely surrounds the drum, so that it is necessarv to compress the friction-band in order to rorm driving connection between the pulley and the driving-shaft. To accomplish this, a yoke 39 is secured to the swinging end of the arm 33. 40 is a collar arranged to slide longitudinally on the driving-shaft. A link 41 connects this collar with the yoke 39 through the medium of pins 42 43. A shifting-lever 44 is pivoted at 45 to a bearing-arm 46 and has a fork end 47, provided with pins 48, extending into an annular groove 49 of the shiftingcollarforshiftingthclatter. Afoottreadle50 is pivoted to the frame at 51, (see Fig. 1,) a link 52 being articulated to the treadle and to the shifting-lever 44. A spring 53, attached at the treadle and to the frame, normally retracts the treadle and the shiftinglever for opening the friction-clutch. A stopbar 54 is pivoted at 55 to alug 56 on the frame. (See Fig. 18.) This bar has a notch 57 for receiving the treadie. This stop may be placed upon the treadle for holding the same in depressed position, but is normally held out of range of the treadle by gravity. (See dotted lines in Fig. 18.)

As already stated, the operating-gear 18 normally rotates loosely on the op ratingshaft 19. In order to positively conn ct this gear with its shaft, the positive throw-out clutch 28 is provided. (See Figs. 1, 3, 6-11.)

This clutch may comprise a shifting-key 61,

normally lying in a groove 62, extending longitudinally of the operating-shaft, and a slot 63, extending diagonally through a collar 64, rigidly secured to the operating-shaft. This collar is also provided with an annular rabbet 65. The hub of the gear 18 is provided with grooves 66 66. A spring 67 lies in the groove 62 between the key 61 and the inner wall of the groove for normally urging the shifting-key 61 into the grooves 66 66, the key being of sufficient height to extend into the groove 62 and either groove 66 or 66. When it is received by either groove 66 or 66, the operating-gear and operating-shaft are caused to rotate together. 68 is a trip for the key. It is slidable up and down in a guideway 69 of a guide-piece 70. Its upper end is cut away at one edge for forming a bevel-face 71 against which when the operating-shaft rotates the inner face 72 of the key impinges when the operating-shaft turns and the trip is in raised pasitian, for causing the key to move longitudinally of the diagonal slot 63 and out of the respective grooves 66 66, thereby throwing out the positive clutch for disconnecting the operating-gear from the operating-shaft, the rotation of the operating-shaft being th reupon arrested, which arrest may be hastened by the friction brake 73. The trip is normally in raised position. A foot-treadle 81 is pro vided for depressing the trip. The treadle is pivoted to the frame of the machine at 82. (See Fig. 1.) An intermediate lever 83 is pivoted to the frame of the machine at 84. A link 85 is articulated to one end of this intermediate lever and to the treadle, and a link 86 is pivoted to the other end of the intermediate lever. The upper end of the link 86 is articulated at 87 to a lever 88, pivoted at 89 to the lug 90 of the guide-piece 70.

The free end of the lever 88 is provided with a slot 91, into which a pin 92 extends, this pin being secured to the trip and extending through a slot 93 in the guide-piece 70. A spring 94, attached to the treadle and to the frame, normally raises the outer end of the treadle for also normally raising the trip..

If it is desired to cause engagement of the positive throw-out clutch, the treadle 81 is depressed, thereby depressing the trip and causing the key 61 to be forced into one of the grooves 66 66 when either of said grooves 66 66 register with the groove 62 in the rotation of the operatinggear, this movement of the key being caused by the spring 67 thereby rotating the operating-shaft with the operating-gear. The treadle being immediately thereupon released, the trip 68 is raised into the path of the inner face 72 of the shifting-key for forcing the shifting-key out of the respective grooves 66 66 and throwing-out the positive clutch. The striking-wall of the respective grooves 66 66 are formed by contact-pieces 95 95 of hardened metal.

If desired, a wedge-block 96 may be provided at the outer end of the shi ting-key, this wedge-block having a wedge-"face 97 and the outer end of the shifting-key 61 having a correspondingly-formed wedge-face 98, conforming to the diagonal slanting of the walls of the slot 63 for guiding both ends of the shifting-key. The spring 67 may be secured between the wedge-piece and the inner Wall of the slot 62, a pin 99 positioning the same, the wedgepiece being clamped to the operating-shaft in the screw 100, threaded into a collar 101. WVhen now it is desired to gradually depress the plunger, the treadle 81 is depressed ror forming operative connection between the operating-gear and the operating-shaft. The work being placed between the dies, the treadle 50 is depressed for slightly depressing the plunger. As the plunger descends if it is found that the work is not in correct position uith relation to the dies the treadle 50 may be released, which w ill permit the plunger to rest in the position it has then attained for permitting the work to be shi ted under the upper die. The closer the upper die approaches the work the more accurately can roove 62 by means of a set-- its working position with relation to the work be judged by sight, and the treadle 50 may be depressed and released a sufficient number of times for gradually depressing the plunger and permitting the same to rest at its various steps of descent, so that the cor rest-position of the work may be gradually determined by sight. hen the correct position has been attained, the treadle 50 is depressed sufficiently for causing firm operative connection between the en aging faces of the friction-clutch 27 for completing the bending stroke of the plunger. Prior to the complete reciprocation of the plunger the treadle 81 w ill have been released. If desired, the treadle 50 may be held in depressed position by the stop 54 and the bending operations performed through manipulation of the treadle 81 and the positive clutch if the work is of such character as to permit this to be done, or the treadle 81 may be held in depressed position by the stop-bar 102 and the operations of the'plunger performed through the medium or the treadle 50, as desired. The op eration of the plunger is, however, dependent on the simultaneous engagement of both clutches. The stop-bar 102 is similar to the stop-bar 54. It has a notch 103, which may be placed over the treadle S1 for keeping the latter in depressed position. The stop-bar 102 normally depends out of range of the treadle 81 from a pivot 104 on a lug 105 on the frame.

The pitmen 22 are preferably made adjustable. 1 accomplish this adjustment preferably by dividing the pitmen. into end sections 111 111. (See Big. 15.) A right and left hand screw 112 is threaded to the adiacent ends of the pitman, these respective ends being provided for the purpose w ith internally-threaded bores 113 113, jam-nuts 114 114 locking the screw in position a 'ter adjustment. Each of the screws has a collar 115 secured thereto. (See also Figs. 1, 12,

sha t and has a bevel-gearl23 meshing there-- u i-th, the-latter being secured to a sha-t 124, journa'led in bearings on one or the journal-pieces; and. having a hand-wheel. 126 for. its; manipulation.

In. order to drive the adjusting-shaft by power, I provide two trains;ofge.aring,.(shown at130 and 131.) (See liigs. 1, 12, 13, 14,16, and 1.7.) The. train 130v comprises a gear 132, loosely journaled about the: driving- 133 is al link-which hasa bearing. 134- about the'driv shaft. (See particularly Fig. 16.)

ing-shaftand a bearing 135 for-a stud 136 of an intermediate gear 137, meshing with the gear 132.. A link 138 has a bearing 139 for said stud and a bearing. 140 journaled about 'lhegear 137- meshes the adjusting-shaft. with a gear 141, secured to. the adjustingshaft. The gear 132 is held againstendwise: movement on the driving-shaft by a collar 142, secured to the shaft to one side of the link 133, and a collar 143,,secured tothe adjusting-shaft and located in a groove 144 un-- der clutch-teeth 145 on the inner face of the.

gear 132.

The train of gearing 131 comprises 'a gear' 146, journiled about. the driving-shaft. A link 14 7 has a bearing 148 about the driringshaft and bearings 149 150, respectively, forstuds 151152. A gear153is on a stud 151 and meshes with the gear 146, and a gear 154 is on the stud 152 and meshes with thegear 153. A link 155 hasa bearing156 about the stud 152 anda bearing 157 aboutthe adjusting-shaft. A gear 158 issecured to the-.adjusting-shaft and meshes with the gear 154. The gear 146 is held against endwise movement by a collar 159, secured to the drivingshaft at one sideof the link 147, and a collar. 160, secured to the adjusting-shaft ina groove 161 under the clutch-teeth 162 on. the inner face of the gear 146.

A clutch-collar 163 is splined to the driving-shaft, as by a spline 164, and. he s clutchteeth 165 166, adapted to engage the-respective clutch-teeth 145- 162. To permit this engagement, the clutch-collar is provided with annular grooves 165 166 under its clutchteeth. The clutch-teeth 145-165form a clutch 167 and the clutch-teeth 162 166 form a clutch 168. The clutch-teeth onthe collar and on the gears, respectively, preferably' have receding rear walls 169 169, so that when the clutch-collar is. shifted sides wardly for engaging. either the-teeth 145 or. 162 engagement across. the. entire width of. thexengagingfaces .ofthoseteeth may be insured.

For shifting the. clutch-collar I provide. a shifting-lever 171, pivoted at. 172 on a shelf 173, secured to. one of the; uprights. Figs. 12-, 13, and.14..) The inner end of. this shifting-lever is forked, as shown at 174, the tines of the fork being provided with pins 175, received by an annular groove 176 ofthe clutch-collan. A set-lever 177 is pivoted to.

the;shifting-lever at 178 and hasa set-pin ar-- ticu'lated therewith in a slot 181 at the inner end. of: the set-lever. through an aperture 182 inthe shifting-lever.

andselectively drops into one of. three aperthedriving-shaft. is perforning its normal.

functions, or while: the same is out of operative connection with the plungeneither of theadjusting-clutches may be lrought into operative engagement for rotating the adjusting-shaft from the driving-shaft and ro- (Seev 'lhe set-pin extends.v

tatingthe adjusting-shaft in one or the other;

direction, depending on which train of gears- 130 or'131 is brought into driving connection with the driving-shaft through the adjustingclutches, one of these trains containing an even number and the otli er an odd number. of. gears; so that one of them Will drive the adjusting-shaft in one direction and the other will drive the. adjusting-shaftin the reverse direction.

In Fig. 13 the. adjusting-trains of gearing are shown in the relations they occupy when the plunger is'adjusted to its upward limit and the pitmen are in raised position. The relative positions of these trains of gearingcontinuously change during each stroke of the plunger. To indicate the range of movementcf these trains-cf gearing and to illustrate their movement during each stroke of the plunger, 1 show a diagram view of the said trains'cf gearing in Fig. 17. The cross a in Figs; 13, and 17 inclicatesthe longitucinal axes of the adjusting-shaft and of the gears of said trainsof gearing on the adjust ngshaft when the plunger is at its upper limit. The cross I) indicatesthe lowermost position of said; longitudinal axes; The dotted linev c incicatesthe range of movement. of said longitudinal axes;-v Theovald in. Fig. 17

indicates the movement of said longitudinal I shaft and gearing between said clutches, and

axes during each stroke of the plunger, this movement being enforced by the up-anddown movement of the plunger and the forward and backward reciprocation of the upper ends of the pitmen induced by theeccentrics on the operating-shaft, and it will be understood that this movement d takes place in the various positions to which the said longituiinal axes may be adjusted, my improved device permitting all these movements to take place without interference with each other and all connections being ready at all times to efl'ect adjustment at all times irrespective of the point in said movements the adjustment may be desired. My improved construction also permits the plunger when under the influence of the positive throw-out clutch to be arrested at its lowest point of movement by releasing the frictionclutch at the proper time, so that the distance between the dies may be accurately adjusted, while the plunger is released from the influence of the clutches for any desired thickness of stock through the me lium of the power adjustments cescribed,'it being understood that in a machine of this character the positive throw-out clutch permits arrest of the plunger only at the upper limit of the stroke of said plunger. My improved construction also permits the plunger when under the influence of the positive throw-out clutch to be arrested at any point of approach toward the lower die by releasing the friction-clutch in order to prevent accident, as having work which is not accurately positioned between the dies bent into improper shape or from other cause, it being understood that ordinarily the positive throw-out clutch when once engaged will carry the p unger for its full reciprocation and release it only at its final upward limit of movement.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a press of the character described the combination of the plunger and operating-shaft, means between the operating-shaft and plunger for reciprocating the plunger, a driving member, a friction-clutch and a positive throw-out clutch between said driving member and operating-shaft, a connecting member between said clutches, and means for operating said clutches for forming driving connection between said clutches through said connecting member and with said operating-shaft, substantially as described.

2. In a press of the character described, the combination of a plunger, an operatingshaft, means between said operating-shaft and plunger for reciprocating said plunger, a driving member, a friction-clutch and a positive throw-out clutch between the said driving member and operating-shaft, a drivingmeans for op erating said Cl'LZtClGS for forming driving connection betw een said driving member and driving-shaft and betvx een said gearing and operating-shaft, substantially as described.

3. In a press of the character described, the combination of a plunger, an operatingshaft, means betw een said plunger and operating-shaft for reciprocating said pl. nger, a driving member, a friction-clutch and positive throw-out clutch between said driving member and operating-shaft, means for automatically throwing out said positive clutch when said plunger is in raised position, means for causing engagement of said positive clutch, and means for operating said frictionclutch for permitting said plunger when said positive clutch is in engagement to gradLaIly descend and permitting said descent to be arrested at desirable points of approach betw een the dies in said press for the purpose specified.

4. In a press of the character described, the combination, with a plunger and pitman for operating said plunger, of means for adjusting said pitman to length, a drivingshaft, an adjusting-shaft for said adjusting means moving with said plunger, a plurality of trains of gearing between said drivingshaft and adjusting-shaft, one of said trains containing an even number and the other of said trains containing an odd number of gears, said trains also comprising links pivoted respectively about said driving-shaft and adjusting-shaft and to each other and said gears for continuously holding said gears of said respective trains in mesh, a clutch between said trains of gearing, and means for selectively connecting said clutch with either of said trains or adjusting said clutch into neutral position, substantially as described.

5. In a press of the character described, the combination with the frame, the plunger, pitmen articulated thereto, the operatingshaft, the eccentrics thereon, and the bearings between said eccentrics and pitmen, of means for adj-c sting said pitmen to length, a driving-shaft stationarily positioned in the frame of the machine, an adjusting-shaft for said adjusting means journaled to said pitmen, a plurality of trains of gearing between said driving-shaft and adjusting-shaft comprising gears and pivoted links for retaining said gears in mesh, a clutch, and means for connecting said clutch to either of said trains of gearing or adjusting said clutch into neutral position, substantially as described.

6. In a press of the character described, the combination with the frame, plunger, pitmen articulated thereto, an operatingshaft, eccentrics thereon and bearings on the pitmen for said eccentrics, of means for adjusting said pitmen to length, an'adjustingshaft for the latter journaled to and moving IIO with said pitmen, a driving-shaft, a plurality of trains of gearing and pivoted links therefor between said driving-shaft and adjusting shaft, one of said trains having an even number and the other of said trains having an odd numb er of gears, a clutch on said drivingshaft, said clutch having clutch connection with said IGSlGCtlVG trains of gearing, and means for shifting said clutch for connecting said clutch with either of said trains of gear ing or adjusting said clutch into neutral position, substantially as described.

7. In a press of the character described, the combination of the frame, plunger, operating-shaft journaled in the frame, eccentrics thereon, pitmen articulated to the plunger,

hearings on said pitmen for said eccentrics,

means for adjusting said pitmen to length, an adjusting-shaft for said adjusting means journaled to said pitmen, a driving-shaft journaled in said frame, a pair of trains of geai .ing respectively having an even number and an odd number of meshing gears and pivoted links for retaining said gears in mesh, one end gear of each of said trains loosely journaled about said driving-shaft, the other end gear of each of said trains secured. to said adjusting-shaft, said first-named end gears respectively having clutch-teeth on their inner faces and a groove between said clutch teeth and the dr iving-shaft, a pair of collars secured to said driving-shaft in said respective grooves for limiting approach of said gears, means for limiting separation of said gears, a clutch-collar splined to said drivingshaft having clutch-teeth and grooves under said clutch-teeth at its respective ends, and means for shifting said clutch-collar sidewardly for engaging its clutch-teeth with the teeth of either of said first-named end gears or permitting said clutch-collar to remain in neutral position, substantially as described.

8. In a press of the character described, the combination of the frame, plunger, operating-shaft, eccentrics thereon, pitmen articulated to said plunger, hearings on said pitmen for said eccentrics, each of said pitmen having a plurality of end members, a right and left hand screw between said end members, a collar secured to said screw, a bracket having a hearing about said screw, a worm-' wheel secured to said screw above said bearmg, an L(l]USl31l1g-Sl1&ft, bearings in each of said brackets for said adjustingshaft, a drivingshaft and a plurality of trains of gearing and pivoted links therefor between said driving-shaft and adjusting-shaft, one of said trains having an even number the other of said trains having an odd number of gears respectivelyretained in mesh with each other by said links, a clutch on said driving-shaft, and means for connecting said clutch with either of said trains of gearing, substantially as described.

9. In a press of the character des ribed, the combination with the frame and plunger, of a driving-shaft, an operati g-shaft, drivinggears between said driving-shaft and operating-shaft, said driving-shaft and operatingshaft journaled to said frame, eccen L'iC-S on said operating-shaft, pitmen articulated to said plunger, beatings on said pitmen for said eccentrics, said pitmen respectively comprising a pair of end members, a right and left hand screw for each of said pitmen connecting said end members, a worm-wheel [or each screw, an adj Listing-shaft journal ed to said pitmen,a worm on said adjusting-shaft for each of said worm-wheels, said ad justing-shaf t having reciprocation and forward and backward movement with said pitmen, a p air of trains of gear ing between said d1 i1 mg-shaft and adjusting-shaft respectively having an ev en number and an odd number of gears,pivoted links for each of said trains of geaiingfor maintaining the gears of said respective trains in mesh, a clutch surrounding said driving-shaft, means for connecting said clutch with either of said trains of gearing, a d1'i\ ingmemliier, a h ictionclutch between said d1, i'r ing member and driving-shaft, and a positive clutch between said driving-gears and operating-shaft, substanti ally as described.

In testimony whereof I have subscribed my name hereto in the presence of two subscribing witnesses.

CLARENCE N. FREY.

Witnesses THEODORE C. JUNG, CORDELIA OfHEARN. 

